Aalborg Universitet Bike Infrastructures Report Silva, Victor ... - VBN

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3.1 CASE1 shared space vestergade vest and magelØs 3.1.1 ODENSE Odense is the third largest Danish municipality and has a population of 188777 inhabitants in 2010 (Statistikbanken, 2010). The municipality is located in the island of Funen and it is part of the South Denmark Region. ODENSE Figure 3.1.1: Geographical location of Odense. MUNICIPALITY VISION In December 1993, the Danish government presented a strategic plan for sustainable transportation – named Traffic 2005 – aiming to create a balance between economic development and environment based on principles of sustainable growth. One of the main objectives was to increase the share of cyclists in overall individual transportation in the country until 2005 (Trafikministeriet, 2000) In order to achieve this objective, 4% of individual transportation should be moved from private automobile to bicycle or walking. In practice, it means that all trips shorter than three kilometres should start to be made by private motorized vehicles to healthier and environmentally friendly modes – cycling and walking. In that context, Odense was selected to function as a lab for new solutions and became the National <strong>Bike</strong> City and it was name “Odense <strong>Bike</strong> City”. The main goal was to increase 2% of trips made by bike in the period from 1999 until 2002. The Danish Ministry of Traffic and the Danish Road Directorate financially supported Odense with ten million Danish krones to implement solutions aiming to enhance cycling. The Odense counterpart was ten million Danish krones. A broad range of projects were implemented, ranging from campaign activities to physical interventions in the built environment. In 2002, the Odense municipality achieved the projects main goal, increasing more than 2% the share of cyclists in comparison with figures from 1999. In 2008, Odense municipality decided to revitalize its policies towards cycling and started to promote itself as the Cyclists` City and presented this vision for its own future: “Odense must be a city where cyclists have the best conditions because Odense makes the experience of cycling easier, safer, more comfortable and more exciting” (Odense Municipality, 2010f). Currently, 25% of all commuting trips – to work or study – are made cycling in Odense (Odense Municipality, 2010d). The goal within the vision is to increase the amount of trips on bike 25% in 2012 to have reached a total increase of 35% in 2020 in relation to the 2007 numbers. Further 10% more cyclists should feel safe in traffic (Odense Municipality, 2010c). According to Figure 3.2, 25% of the trips made in Odense have a bike as a transportation mode. The amount of bike trips peeked with 27% of the total in 2000 – during the period of the National Cyclists City policies – and then went down to 24% in 2006. In 2008, the starting year of its new vision as the Cyclists’ City, the amount was 25%. Therefore, Odense municipalitys goal is to achieve a ratio of 32,5% of bike trips from the overall traffic count. Currently, all the cyclist related campaigns from Odense municipality are organized under the umbrella of the vision named Cyklisternes By – or Cyclists` city. The decision to change the title of its vision from “Odense Bicycle City” to “Odense Cyclists` City” was based on the intention of change the focus from the bikes towards their cyclists. A webpage has been launched for the new branding with news, information, cyclist maps etc. The Odense Cyclists` city campaign also has a weekly column in the local newspaper – Fyens Stiftstidende – every Thursday since July 2010 (Odense municipality, 2010g). In the international level, Odense municipality has built its own stand on the 2010 Shanghai Expo where there the image of city is represented by both its bike infrastructure and cyclists and the fellow-townsman Hans Christiansen Andersen (Odense Municipality, 2010h). According to the interview with Dorthe Råby and Rune Bugge Jensen, one of the challenges that Odense municipality faces is to convince commuters living 5 kilometres away from the core of the city to use their bikes as main transportation mode to go work or study. Tackling this challenge, Odense Municipality has launched a campaign in the spring 2010 where it lent 100 electric bikes during a period of six months to car users living more than 5 kilometres away from the centre. A new round of the campaign started in autumn 2010. Another strategic action towards enhancing cycling was to implement monitors in the main bike infrastructures of the municipality counting and displaying the amount of cyclists riding their bikes per day and per year (Odense municipality, 2010e). 100% 80% 60% 40% 20% 0% 13% 8% 15% 55% 52% 48% 24% 6% 27% 22% 22% 17% 4% 26% 1998 2000 2002 2004 2006 2008 Figure 3.1.2: Distribution of the trips by transport modes within Odense Municipality from 1998 until 2008. Source: Danmarks Statistik. 7% 47% 24% OTHER PUBLIC TRANSPORTATION CAR BICYCLE 3% 55% 25% 16 17
BICYCLE NETWORK The majority of the streets in Odense are bike friendly and bikes have the same hierarchy than motorized vehicles. Moreover, Odense municipality has a total of 510 kilometres of bicycle tracks and lanes (Odense municipality, 2010a). In comparison to Copenhagen municipality, Odense municipality has approximately more 110 kilometres of bike tracks and lanes. It means that Odense municipality has 2,7 metres per inhabitant of bike lanes and tracks, while Copenhagen municipality has 0,77 metres of cycle track per Inhabitant. (Statistikbanken, 2010). MAGELØS Signaturforklaring Seværdigheder Cykelpumper Cykelparkering Asfalterede stier Grusstier Cykelring Rekreative grusstier Banegård Turistinformation N VESTERGADE VEST Points of interest Bicycle pumps Bicycle parking Paved paths Unpaved paths Bicycle route in the city Nature paths Railway station Tourist information N Figure 3.1.3: Map of the main bike tracks and lanes in Odense`s inner city. Source: Odense Municipality. Figure 3.1.4: Ortophoto of Vestergade Vest and Mageløs. Modified from original picture from Google Earth N 18 19
Page 1 and 2: Aalborg Universitet Bike Infrastruc
Page 3 and 4: TITLE BIKE INFRASTRUCTURES EDITORS
Page 5 and 6: Introduction VICTOR ANDRADE
Page 7 and 8: SECTION ONE: DANISH NATIONAL SURVEY
Page 9 and 10: Furthermore, 85% of the municipalit
Page 11 and 12: Tables/illustrations Indicated leve
Page 13 and 14: SECTION TWO: BIKE INFRASTRUCTURES V
Page 15 and 16: 1.0 INTRODUCTION Decisions on trans
Page 17 and 18: clists evaluate these design charac
Page 19: 3.0 CASES ODENSE SHARED SPACE VESTE
Page 23 and 24: BEFORE AND AFTER BEFORE Formerly, V
Page 25 and 26: PAVING MATERIAL DESIGN VELOCITIES T
Page 27 and 28: STREET FURNITURE Technical elements
Page 29 and 30: PUBLIC ART OR OTHER UNIQUE FEATURES
Page 31 and 32: THE WEB SURVEY The web survey analy
Page 33 and 34: DESCRIPTIVE STATISTICS AGE AGE 40%
Page 35 and 36: AWARENESS OF PEDESTRIANS AND MOTORI
Page 37 and 38: TRANS. TO AND FROM WORK RECREA- TIO
Page 39 and 40: VERY BAD BAD NEUTRAL GOOD VERY GOOD
Page 41 and 42: SOCIO-DEMOGRAPHICS AND OPINION ABOU
Page 43 and 44: VERY BAD BAD NEUTRAL GOOD VERY GOOD
Page 45 and 46: BICYCLE NETWORK Aarhus municipality
Page 47 and 48: DESIGN CHARACTERISTICS AND STREETSC
Page 49 and 50: PAVEMENT The sidewalk and bike path
Page 51 and 52: SIGNAGE Signage includes the counti
Page 53 and 54: ACCESSIBILITY To access the new bik
Page 55 and 56: THE WEB SURVEY The web survey analy
Page 57 and 58: DESCRIPTIVE STATISTICS SOCIO-DEMOGR
Page 59 and 60: AWARENESS OF PEDESTRIANS AND MOTORI
Page 61 and 62: TRANS. TO AND FROM WORK RECREA- TIO
Page 63 and 64: BAD NEUTRAL GOOD VERY GOOD TOTAL 01
Page 65 and 66: SOCIO-DEMOGRAPHICS AND OPINION ABOU
Page 67 and 68: BAD NEUTRAL GOOD VERY GOOD TOTAL PU
Page 69 and 70: To improve the overall air quality
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3.3.2 BRYGGEBRO In 2006, it was ina
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TECHNICAL DRAWINGS 189448 Figure 3.
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HIERARCHY OF USERS VELOCITIES The u
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SIGNAGE There is signage on both si
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CROSSINGS, INTERSECTIONS The main i
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On the Havneholmen side of the brid
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THE WEB SURVEY The web survey analy
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DESCRIPTIVE STATISTICS AGE 35% AGE
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AWARENESS OF PEDESTRIANS FOR PEOPLE
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TRANS. TO AND FROM WORK RECREA- TIO
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VERY BAD BAD NEUTRAL GOOD VERY GOOD
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SOCIO-DEMOGRAPHICS AND OPINION ABOU
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VERY BAD BAD NEUTRAL GOOD VERY GOOD
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70% WALK ING WITHOUT BIK E SATISFAC
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5.0 CONCLUSION The decision to use
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http://www.odense.dk/web4/cyklister
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3.2 HANS BROGES GADE Figure 3.2.1:
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4.0 GENERAL COMPARISON Figure 4.1:
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Table 3.2.10: Distribution of the r
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Table 3.3.48: Distribution of the r
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SURVEY ACCESSED ON THE WEBSITE DO Y
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Better signposting Bike maps Mainte
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CONTENTS 1.0 INTRODUCTION 2.0 DEVEL
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2 DEVELOPMENTS IN CYCLING IN THE NE
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3 The demonstration projects in Til
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3.2.2 The Hague The design Just as
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and to conclude whether the goals a
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• Coloured pavement to visually d
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• With regard to intersections wi
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In the late 1970s, the medium-sized
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The Reineveldbrug is part of the ma
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Noordwest Tanthof Wippolder 1982 19
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Tables 4.13 and 4.14 show the modal
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The outcomes of the route analyses
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The general conclusion is that the
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The Koepoortbrug functions mainly f
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5 Shared space in Haren Shared spac
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6 BICYCLE STREET IN HAARLEM A bicyc
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7 Interurban highway for cyclists 7
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Additionally, habitual behaviour ma
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SECTION FOUR: RECOMMENDATIONS
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BIKE INFRASTRUCTURES Edited by VICT
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